Air-brake mechanism.



No. 813,090. PATENTED FEB. 20, 1906.

' A. L. GOODKNIGHT.

AIR BRAKE MECHANISM.

APPLICATION FILED SEPT. e, 1905.

a SHEETS-SHEET 1.

AzmZflwd/wg/zi entor Witnesss I d w I Attorneys PATENTED FEB. 20, 1906.

A. L. GOODKNIGHT. AIR BRAKE MECHANISM.

APPLIUATION FILED SEPT. 6, 1905.

3 SHEETS-SHEET 2.

Witnesses All/all. Gaadifizz yfif memo? by w t w No. 813,090. PATENTED FEB. 20, 1906. A L. GOODKNIGHT.

AIR BRAKE MECHANISM.

APPLICATION FILED SEPT. 6, 1905- 3 SHEETSSHEET 3.

5 Inventor gasses Attorneys is arranged to offer more resistance to move PATENT orrion.

ALVA L. GOODKNIGHT, OF COUNCIL .BLUFFS,

ioWA.

AIR-BRAKE MECHANISM.

Specification of Letters Patent.

Patented Feb. 20,1906.

2 Application filed September 6, 1905. Seria11lo.277,228.,

To all whom it may concern: I

Be it known that I, ALvAL. GOODKNIGHT, a citizen of the United States, residing at Council Blufls, in the county of Pottawattamie and State of Iowa, have invented a new and useful Air-Brake Mechanism, of which the following is a specification.

This invention relates to automatic airbrake mechanism, and has for its principal object to provide mechanism of simple construction by which a number of service applications may be made in rapid succession or alternately with emergency applications, to

ermi't recharging of the auxiliary reservoir while the brakes are set, and to prevent accidents through release of the brakes at the head of the train in advance of the release of the brakes at the rear of the train.

A further object of the invention is to pro-' vide a service-valve of such construction as to insure seating in case of sticking oi"? the main piston in advance of its return to rechargin position.

A still further object of the invention isto rovide brake-applying and brake-releasing valves both operable by variations of trainpipe pressure and in which the release-valve ment in both directions than the brake-applying valve, a further object in this connection being to place the recharging of the auxiliary reservoir under the control of the main or 'actuatingfpiston of the brakeapplying valve. V

A still further object of the inventionis to provide mechanism of improved construction for operating the emergency-valve in order to insure opening of the valve on an emergency reduction and the admission of train-pipe pressure to the brake-cylinder.

A still further object ofthe invention is to provide an air-brake in which the flow of air to the brake-cylinder is under the control of two separate valves, one of which constitutes the brake-release valve.

A still further object of the invention is to provide an air-brake mechanism having-primary and secondary auxiliary reservoirs,

both of which may be used in the application 2 of the brakes, if desired, or the secondary reservoir may be employed as a means for regulating or determining the degree of force necessary to move the release-valveto release position.

With these and other objects in view, as will more fully hereinafter appear, the invenmechanism, showing the position figures of the drawings.

tion consists in certain novel features of construction and arrangement of parts, hereinafter fully described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it being understood that various changes in the form, pro portions, size, and minor details of the structure may be made without departing from the spirit or sacrificing any of the advantages of the invention. 1 v In the accompanyin drawings, Figure 1' is a sectional elevation 0 an air-brake mechanism constructed in accordance with the in vention. Fig. 2 is a similar view of the valve of the parts for. a service application. Fig. 3 is a viewsimilar to Fig. 2, showing the position assumed by the parts on an emergency reduction. Fig. 4 illustrates a portion of the mechanism shown in Fig. 3, the parts bein adjusted toadifierentposition. Fi' s. 5 and 6 are detail sectional views on the lines '5 5 and66, respectively, ofFig. 4. v 1 Similar characters of reference indicate corresponding parts in each of the "several The auxiliary reservoir 10 and brake-cyl inder 11 may be of the usual construction and connected to the valve-casing 12 in the usual manner, the mechanism formingthe subject of the present invention being preferably constructed in-such manner as to permit its use in connection with cars having th'e standard brake equipments and being capable of use on a train having either the Testinghouse or the New anisms. Y

In the lower portion of the main-valve casing is an emergency-valve apparatus pref-, erably of the Westinghouse type, the emergency -piston 14 being arranged within the usual 0 linder and connected to the emergency-valve 15 in the usual manner, and be low the emergencyvalve is a check-valve 16 of ordinary construction, the lower face of which is exposed to train-pipe pressure entering at 17 and raising to permit the flow of. air from the train-pipe as soon as the emergency-valve 15 is opened. i

Fitting within a passage 20, that'is in c om-' munication with the auxiliary reservoir 10, is a cup-shaped bushing 21, constituting the valve-chamber, the transverse partition of the bushing being provided with an air-port 22, at the mouth of which is a seat for the reception of a spring-pressed valve 23, said' York triple-valve niech- IIO a stem 27, the outer end of which is rigidly se-' cured'to a main piston 25. The va valve being slidably mounted in a block 24, arranged within the bushing. Thisblock is provi ed with peripherally-arranged air-passa es to ermit the free flow of alr from one side to t e other of the block, and the outer face of said block is connected to a suitable ve 23 is in the form of a cylindrical pin slidabl niounted in an opening formed in the bloc 24 andhaving an enlarged head 26, that projects into a recess formed in the stem. Against this head bears a helical compression+spring 28, tending to force the valve to its seat and serving to hold said valve closed for a short timeafter'the piston 25 moves outward on either a duction.

The piston25 is arranged within a suitable bushing 29, in the inner face of which is a feed-groove through which the train-pipe pressure passes on its way to the interior of the bushing or valvechamber 21, and the rear face of the piston carries a tapering valve '31, arranged to engage against a similarly- V shaped annular valve-seat at the outer end of said bushing 21, the valve or other bushing I being provided with a feed-groove 32, forma port 34 and air entering from t ing a continuation of the air-passage around the iston.

T e outer end of the cylindrical bushing 29 is in communication with the trainpipe through e train-pipe passing through this ort and through feedooves 30 and 32 to t e interior of the bushmg 21 and thence through port 35 to the passage 20 and from thence to the auxiliary reservoir, and inthe position shown in Fig. 1

the pressure in the train-pipe will gradually mally held in the positlon shown in Fig' 1 by passage 22.

" third ort 50leads to the atmosphere.

train-pi e pressure, the air entering from the interior ushing 29 through port to the interior ofthe-bushing 43.

The cylinder 40 is provided with three ports, one of which forms the terminus of the The second port 46 leads from the valve-seat or bushing 41 to the passage 48, that is in communication with the brakecylinder 11 through the usual tube 49. The On the va ve-seat or bushing 41 is a slide-valve 52, that is held to its seat partly by air-pres- 65 sure and partly by a leaf-spring 53.

In this service or an emergency revalve are two orts 54 and 55, the port 54 when in normal position, Fig. 1, placing the ports 46 and in communication with each other, and thus opening the brake-cylinder to the exhaustport, while the valve-port 55 communicates with the end of the blanks the same. The valve 52 is connected to a stem 57, that is secured to the piston 44, and the rear end of this stem is acte upon by a spring 58, that tends to move said valve from the position shown in Fig. 1, this movement, however, being resisted'by the train-pipe pressure. The stress of this spring maybe adjusted by a suitable nut 59 which may be turned from time to time to compensate for fatigue of the port 22 and spring. When the train-pipe pressure is reuc an e (1 piston 44 is moved to the left, the

communication between ports 46 and 50 will be cut off and port 55 of the valve will place the ports 22 and 46 in communication with each other, and correspondin movement of the piston 25 having occurre and valve 23 moved to open position air may flow. from the auxiliary reservoir through assages 20, I port 35, bushing 21, port 22, va ve-port 55 0 port 46 to the passage 48, and from thence to the brake-cylinder.

At a point adjacent to the cylinder 42 is arranged a tapered bushin 60 for the reception of a manually-operab e valve 61. This bushing is rovided with three ports 63, 64, and 65, which communicate, respectively, with passa es 66, 67, and 68, a check-valve 69 being p aced in the last-named passage, said check-valve being arranged to open only under pressure of air passing through the bushing-port 65. I In the valve 61 are arranged two ports and 71, the port 70 being arranged to place the port 63 and 64 in commumcation with each other when the parts are'in the position shown in Figs. 1, 2, and 3. When-the valve is given a quarter-turn, the port 64 is blanked and communication is established between ports 63 and 65 through the valve-port 71.

The passage 66 leads through the casing and communicates with the interior of the bushing 21, while assages 67 and 68 are joined to ether and lead to a chamber 73, that part y surrounds the cylinder 40 and is in. free communication with the open rear end of the cylinder, so that any air-pressure within said chamber is exerted on the rear face of thepiston 44 and is op osed to the train-pipe pressure. This cham er 73,which may contaln a comparatively large body of air, is in communication with la pipe 74, that leads to the secondary auxiliaryreservoir 75, and when the valve 61 is in the position shown in Figs. 1, 2, and 3 the air in this secondary auxiliary reservoir is free to pass to the interior of the bushing 21 and is under the control of the valve 23, so that it may be utilized, together with air from the primary auxiliary reservoir, for applying the brakes brakes the pressure acting against the piston 44 in opposition to the train-pipe pressure 15 reduced so that said piston 44 may be moved back to release position by very slight increase in the train-pipe pressure. If this secondary auxiliary-reservoir pressure is not reduced, the

pressure exerted on the piston 44 in opposition to the train-pipe pressure remains constant or ractlcallyso, and it requires a much greater increase in train-pipe pressure to'move said piston to release position.

/Vhen the valve 61 is turned to a position at right angles to that shown in Figs. 1, 2, and 3, being in the position shown in Fig. 4, the passage 67 is blanked and air passes from passage 66' through port 63, port 71, port 65, and after opening the check-valve 69 passes through port 68 to the chamber 73, and thence to the secondary auxiliary reservoir. the valve is in this position, air from the trainpipe can enter the chamber 73 and the secondary auxiliary reservoir, but cannot re turn to be used in applying the brakes, so that the pressure on iston 44, tending to resist movement of the atter to release position, is constant, and it requires much heavier increase in the train-pipe pressure to release the brakes when said valve 61 is adjusted to this position. This is taken advantage of in long trains for the purpose of releasing the brakes at the rear of the train in advance of those at the head of the train.

In systems of the character now in use it requires precisely the same amount of pres sure to release the brakes at the front as at the rear of the train, and if the train is very long the pressure in the train-pipe will 1ncrease at the head of the train to release pressure before corresponding pressure is exerted at the rear of the train, and as a result the head brakes are first released and the head cars in moving away from the rear cars will pull out or break a draw-head and in many cases cause serious accidents. By arranging the valves 61 at the rear of the train in the manner shown in Figs. 1, 2, and 3, they will respond to comparatively slight increase in train-pipe pressure, so that said valves may be moved to release position'by merely placing the engineers brake-valve in running position; but the brakes at the head of the train are adjusted with the valves 61 in the position shown in Fig. 4, so that much heavier pressure is required at this pointusually full release pressure.

At a point in horizontal alinement with the axis of the main piston 25 is a chamber 80, at the center of which is a cap-nut 81, having an inwari'lly-extending recessed boss in which is guided a valve stem 82, carrying a slidevalve 83, that is movable over a port 84, formed in a bushing 85, the valve being held When to its seat partly by air-pressure and partly by a leaf-spring 86. This valve is further guided by a number of projecting wings 87, that project from the stem 82, and the extreme inner end of the stem is adapted to be engaged by the stem 27, projecting from the main piston 25 when the latter moves to emergency position. The valve 83 is normally held in the position shown in Fig. 1 by means of a spring 88, that is coiled around a stem 82, the movement under the stress of the s ring being limited by arms 89, that project i om the stem and may form a part of the guiding-wings 87.

The port 84 leads to a chamber containing a check-valve 90, which is opened when air passes the valve 83, and from the check valve chamber leads a port 91 to the upper portion of the emergency-valvecjrlinder and conducts an to said cylinder to act on the emergency-piston 14.

On an emergency reduction the pistons 44 and 25 move to the left, piston 44 moving to the sameposition as on a service reduction, while piston 25 moves a greater distance, and its stem 27 strikes the stem 82 andmoves the valve 83 against the resistance offered by the spring. This allows train-pipe pressure to enter through the ort 84, and in moving past the check-Va ve 90 the air will pass through port 91 into the emergency-valve cylinder and there operate on the emergencypiston 14', depressing said piston and opening the emer ency-valve. As soon as the emergency-va ve 15 is opened check-valve 16 is raised by train-pipe pressure, and air enters from the trainipe and passes to the brakecylinder, quiclily charging the latter. At

the same time air from the auxiliary reservoir passes through port 22, valve-port 55,

port 46 to chamber 48, where it mingles with the train-pipe air and passes through the pipe 49 to the brake-cylinder.

Briefly described, the operation of the brake mechanism is as follows: Normally the parts are in the position shown in Fig. 1, with the brake-cylinder communicating with the open air through ports or passages 49, 48, 46, 54, and 50. Train-pipe air under normal pressure enters, through the connection 17, port passes through the feed-grooves 30 and 32 to port 35 and passage 20 to the primary auxiliary reservoir 10. The train-pipe air also passes through port 66, port 70, port-67 to chamber 73, and thence through -pipe 7 4 to the second auxiliary reservoir 75, the airfollowing this course when the valve 61 is in low-pressure-release position, being in the position shown in Figs. 1, 2, and 3. When the valve 61 is in high-pressure-release position, being the position to which it is adjusted at the head of the train and shown in Fig.4, the air from port 66 passes through port 71, port 68, check-valvc 69, chamber 73, and pipe 74 34 to the interior of bushing 29 and to the secondary auxiliary reservoir 75, the pressure bein retained within the chamber 73 and-secon ary auxiliary reservoir and not being utilized during the application of the brakes, but serving in this instance merely to resist the movement of the piston 44 to release position. c

For a service application the trainpipe pressure is slightly reduced and pistons 25 and 44 moved to the left, the piston 25 stopping short of the stem 82 or coming into light contact therewith, while piston 44 travels its full stroke into contact with the gasket between the sections of the valve-casing. This closes communication between the ports 46 and 50 and cuts off the exhaust from the brake-cylinder. At the same time valve 23 is opened, and airfrom the auxiliary reservoir 10 passes through passage 20, port 35 to the interiorof .bushing21, port 22, valve-port 55, port 46, chamber 48, and tube 49 to the rake-cylinder, making a service application of-the brakes. In this position movement of the engineers brake-valve to running position will slightly increase the train-pipe pressure, but not to an extent suflicient to move the piston 44 to release position, the releasevalve being a slide-valve and offering considerable frictional resistance. The servicevalve, however, and its piston move freely under comparatively light increase in pressure, and valve 23is closed, piston 25 moving to the right and-opening up between groove. 30, so that air may pass gradually to the aux iliaryreservoir and recharge the same.

To release the brakes, the engineers brakevalve is moved to full-release position, opening communication with the mainreservoir of the engine and charging the train-pipe under high pressure, so that the piston 44is driven to the right against the pressure of-.

fered in' the chamber 43, and the releasevalve moves to the position shown in Fi .1.

In this connectionit iszto be observed t at full release pressure is necessary to move the release-valve onl where valve61 has been moved to the'p'osition shown in Fig. 4. When the valve is in the position shown in Fi s. 1, 2, and 3, it requires less than fullre ease pressureto-movethe valve to release position, and this is of special value on ong trains, where the valves at the rear end of the train are set for low-pressure release and are released inadvance of the head brakes, thus avoiding danger Eof pulling out or breakage of draw-(bars. v

For an emergency application the reduc-. tion of pressure in the train-pipe issufficient to move the main piston to the left and cause its stem 27.to strike the stem 82 and move valve 83 to open position. At the same time piston 44 moves to the same extent as on a service reduction, cutting off communication between the brake-cylinder and the outer air. When valve .83 is opened, train-pipe pressure enters through bit 84, passes check-valve 90, and passes t rough port 91 to the emergency-cylinder, acting on the emergency-piston 14 and opening the emergency-valve 15 to permit the entrance of train-pipe pressure to the brake-cylinder.

To release the brakes set in emergency,

train-pipe pressure is increased in the manner previously described, or by placing the engineers brake-valve in running position piston 5 may be forced back to-recharging position while the brakes are still set.

The apparatus is found of considerable value for use on long trains in descendirg heavy grades, the engineer being enabled to set the brakes and recharge the auxiliary reservoir while still holding the brake applied, so that immediately following release.

2. In air-brake mechanism, a pair of independent piston-connected valves both operable by variations of train-pipe pressure and both of which are movable on reduction of such pressure to permit the flow of air from the auxiliary reservoir to the brake-cylinder, one of the valves servirg also to control the exhaust of air from the brake-cylinder.

3. In air-brake mechanism, a pair of independent piston-operated valves arranged in separate cylinders, both of which are exposed to train-pipe pressure, both valves being movable to control the flow of air from the auxiliary reservoir to the brake-cylinder,

Tone of the valves serving as a brake-release and the piston of the other valve controlling the rechargir g of the auxiliary reservoir.

4. In air-brake mechar ism, a pair of independent valves for controlling the fiow of air from the auxiliary reservoir to the brake-cylinder, independent pistons connected to' the valves, both of said pistons being exposed on one side to train-pipe pressure, primary and secondary auxiliary reservoirs, the pressure of the primary reservoir tending to oppose movement of one of'said pistons under trainpipe pressure, the second piston being ex- .posed to pressure from the secondary auxillary reservoir, and means for varying the pressure in said secondary auxiliary reservoir.

5. In air-brake mechanism, a pair of independent valves both of. which are movable to a control the flow of air from the auxiliary reservoir to the brake-c linder, one of said valves constituting a so a brake release valve, independent pistons connected to said valves and exposed on one side to train-pipe pressure, primary and secondary auxillary reservoirs, the main piston being exposed on one side to pressure from the primary auxiliary reservoir and the piston of the second or brake-release valve being exposed to pressure from the secondary auxiliary reservoir, and means for varying thepressure in said secondary auxiliary reservoir.

6. In air-brake mechanism, a pair of cylinders, service and release pistons arranged in said cylinders, independent valves connected primary and secondary auxto said pistons,

the pressure of the primary iliary reservoirs,

auxiliary reservoir tending to oppose movethroug passes from the train-pi e to both reservoirs, and means for contro 'ng communication between the two reservoirs.

In testimony that I claim the foregoing as my own I have hereto aflixed my signature in the presence of two witnesses.

ALVA L. GOODKNIGHT. Y

Witnesses:

JNo. E. PARKER, OHAs. E. RIORDON,

tending to oppose move- 

